Port Whitby Sustainable Community Plan Technical Study: Transportation

Port Whitby Sustainable Community Plan Technical Study: Transportation August 30, 2010 DRAFT This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third Arup Canada Inc party 155 Avenue of the Americas, New York NY 10013 Tel +1 212 229 2669 Fax +1 212 229 1056 www.arup.com Job number 212467

Contents Page 1.1 Introduction 1 1.2 Methodology 2 1.2 Walking and Cycling 5 1.4 Transit 9 1.5 Transportation Demand Management (TDM) 12 1.6 Recommended Strategies 14

Transportation This Technical Study summarizes the technical analysis and research that was undertaken in support of the Port Whitby Sustainable Community Plan (SCP). The information that is summarized in this report was used as one of the inputs to the development of the SCP s recommendations. 1.1 Introduction Transportation uses approximately 30% of the energy consumed globally. It also has major impacts on land use. For this reason, Port Whitby land use and transportation options were developed in parallel, thinking of the site as a transit-supportive and bicycle and pedestrian friendly neighborhood where land use decisions, physical design of the public space and infrastructure, and institutional policy all work together to support sustainable transportation. A sustainable approach to transportation relies on integrating transportation, infrastructure, economic, social and land use decisions in order to maximize sustainable development and use of green transportation modes. This approach requires a set of priorities and goals that: Design for people first, and maximize pedestrian and bicycle travel across the entire site Maximize transit-supportive development opportunities at transit stations Create livable streets with vibrant street life where the pedestrian realm is emphasized Provide convenient access to a network of interconnected transit options Minimize the environmental and social impact of transportation and urban development. This framework maximizes the opportunities for sustainable development while also delivering a mobility strategy that has positive benefits for residents, retailers, building owners and operators. DRAFT Page 1 Arup Canada Inc

Figure 1 - Hierarchy of Transportation Modes 1.2 Methodology The transportation strategies are largely focused on the reduction of single occupancy vehicles (SOV) in the Port Whitby area. As such, the analysis performed focuses on potential methods for reducing SOVs, each with a corresponding percent reduction in trips. These reductions were then applied to the assumed number of trips that the new residential, commercial and retail development would generate resulting in a potential modal split. It is important to consider that while these strategies have the ability to considerably reduce SOV trips, the actual reductions are based on different case studies and results can vary based on travel behaviour, existing policies and land use characteristics. Additionally, the level of investment in each strategy is directly tied to the impact. The following sections outline the assumptions and methodology associated with coming up with potential trip reduction percentages, mode shares and vehicle kilometres travelled. Mode Share Methodology and Assumptions In order to determine the impact of the transportation strategies on future development it is necessary to come up with a modal split for each scenario. These splits are based on existing regional travel behaviour and anticipated changes in behaviour as stated in the Durham Region Transportation Master Plan (TMP). The TMP states that a 15% reduction in single occupancy vehicle trips is expected by 2021. The existing and resulting mode shares of this reduction are shown in Table 1. DRAFT Page 2 Arup Canada Inc

Table 1 - Existing and Future Mode Share Travel Mode Existing 15% decrease in auto driver by 2021 trips Car 72% 61% Passenger 15% 16% Transit 6% 16% Other 7% 7% Total 100% 100% Source: Durham Region Transportation Master Plan Using ITE Trip Generation rates for residential, commercial and retail developments and the development program created by the Port Whitby team, the total number of trips that can be expected to be generated by the development in the AM and PM peaks were calculated. To arrive at a base case, assuming no sustainability measures were taken outside of expected regional trends, the 2021 mode share in Table 1 was applied to the resulting number of AM and PM trips to obtain the number of single occupancy vehicle trips. Similar analyses were performed for both the Scenario 1 and Scenario 2 development programs, the results for Scenario 2, which comprises the Port Whitby Sustainable Community Plan s Recommended Approach, are shown in Table 2. Table 2- Trip Generation and Reduction in Port Whitby Existing Conditions AM PM Total Car Driver Trips 3435 3865 Passenger 1024 1122 Transit 1024 1122 Other 448 491 Total, All Modes 5931 6600 SCP Recommended Strategies (Scenario 2) Walking Environment -240-271 Increased Bus Frequency -1031-1160 Discount Transit Passes -388-437 Separated Bike Lanes -196-220 Parking Pricing -491-553 Carpool 0 0 Vanpool -206-232 Total Reduction in Auto Trips -2252-2873 Auto Trips 883 993 Percent Change in Auto Trips -74% -74% New Auto Mode Share 15% 15% For each scenario auto trip reduction measures were applied to the total car driver trips for each peak period. These trip reduction measures represent the impact of each of the strategies in the Port Whitby Sustainable Community Plan. DRAFT Page 3 Arup Canada Inc

Table 3 - Auto Trip Reduction Measures by Scenario Auto Trip Reduction Measures Scenario 1 Scenario 2 Walking Environment 1 7% 7% Increased Bus Frequency 2 15% 30% Discount Transit Passes 3 10% 11% Separated Bike Lanes 4 6% 6% Parking Pricing 5 11% 14% Carpool 6 2% Vanpool 7 6% The resulting Auto Mode Share of these analyses represents the maximum potential that can be reached using the given strategies. It is acknowledged that there are external factors that can impact the actual modal split of the developments, mainly: The inability to control transit improvements and capacity increases; Existing travel behaviour for people commuting into Port Whitby; Potential overlap of the impacts for each individual strategy. Though it is difficult to address the travel behaviour of workers and visitors traveling to Port Whitby, there are ways to do so. Strategies such as ridesharing, discussed in the following sections of this report, along with transit improvements, increase the attractiveness of alternative modes of transportation and make driving alone less attractive and feasible. By dictating the policies, pricing structures and capacity of parking at trip ends, travel behaviour can be altered. It should be noted that the impact of each of these strategies differs based on trip length. Strategies such as transit improvements and parking pricing will have a greater impact on regional trips while improving the walking and biking environment will be more significant within the Port Whitby site. The overlap of the individual strategies is something that should also be considered looking forward; however, at the current time conclusive evidence on the relationships between different auto trip reduction strategies is difficult to determine. Vehicle Kilometers Travelled (VKT) Initially, trip length and total trips data was obtained from the Transportation Tomorrow Survey (TTS) for the most recent survey period (2006). There are, however, questions about the applicability of this data to the study area, since the boundary of the Greater Toronto Area (GTA) zone, in which Port Whitby sits, includes portions of other neighbourhoods. Additionally, the trip lengths and trips per person datasets do not seem to provide accurate results (using these numbers, VKT per capita for the Port Whitby study area appeared low). Based on reports for the Province of Ontario and the Municipality of Clarington, existing VKT can be expected to be in the 27-30km/person/day range. Due to the uncertainty of data for Port Whitby these are adopted as the low and high ranges of VKT/capita/day. The overall 1 Mayor s Tower Renewal 2 Based on VTPI estimates of transit elasticity and the City of Toronto Parking Standards Review 3 VTPI: http://www.vtpi.org/tdm/tdm41.htm 4 Petritsch, Landis, McLeod, Huang, and Scott. November 2007. "Energy savings resulting from the provision of bicycle facilities" TRB 2008 Annual General Meeting 5 VTPI: http://www.vtpi.org/tdm/tdm41.htm 6 ITE Implementing Effective Traveler Demand Measures 7 ITE Implementing Effective Traveler Demand Measures DRAFT Page 4 Arup Canada Inc

goal of this analysis is to approximate the impact, in percentage terms, of the different development scenarios on VKT and not to predict what the actual VKT values would be. Table 4 - Percent Reduction in VKT/capita/day Existing Base Scenario 1 Scenario 2 Low 27 23.0 11.3 5.8 High 30 25.5 12.5 6.4 Percent decrease in VKT over Base -51% -75% In Table 4 the Base column corresponds to the Existing Permissions column in the Sustainability Analysis. The new values for Existing Permissions, Scenario 1 and Scenario 2 should be 8,400-9,300 VKT/person/year, 4,100-4,600 VKT/person/year, and 2,100-2,350 VKT/person/year, respectively. 1.2 Walking and Cycling Through improvements to the walking environment and creating separated bicycle lanes it is possible to achieve a 13% reduction in auto driver trips. Existing Conditions Port Whitby s waterfront location is a significant amenity for supporting active transportation. The Lakeshore Trail offers a well defined regional connection serving bicyclists and pedestrians for both recreational and commuting purposes. Sidewalks are provided on Victoria Street, Brock Street north of Front Street, and parts of Watson Street. Crosswalks are provided at the intersections of Victoria Street and Brock Street, and Victoria Street and Watson Street, although Victoria Street is not conducive to pedestrian activity, as the northern edge of Victoria Street is dominated by the large surface car park for the GO Station. While pedestrian and bicycle facilities are currently limited, unconnected and inconsistent, future development could incorporate the creation of a continuous and well-defined bicycle and pedestrian network. The Regional Cycling Planning Study, conducted by the Durham Region Planning Department, identifies corridors that should be considered for future regional cycling spines. These will serve as the main north-south and east-west routes for bicyclists in the Region and offer connections between important residential, business and shopping destinations for cyclists; on site and to the north. DRAFT Page 5 Arup Canada Inc

Figure 2 - Existing and Planned Bicycle and Pedestrian Network Technical Feasibility The bicycle and pedestrian environment of Port Whitby is underutilized but can be a great asset with relatively low levels of investment. Sidewalk and bicycle routes exist and the Waterfront Trail is an amenity to build upon. In order to create a human-scaled transportation system, the connectivity to and between existing bicycle and pedestrian amenities need to be strengthened. For example, the GO Station provides 32 covered bicycle parking spaces, but they are rarely used. This is related to the lack of bicycle lanes/routes along the major roads connecting to the GO Station. Bicycle lanes and boulevards along Brock Street, Victoria Street, and connecting to Downtown Whitby will improve bicycling safety and increase the bicycling mode share for short trips, including those to Whitby Station. Additional pavement markings, known as sharrows can be used on local streets throughout the study area. These small scale improvements will make potential riders feel safe from their origin to their destination within the Port Whitby area. Figure 3 shows an example of a sharrow or shared travel lane and Figure 4 shows a cross section of a street with bicycle lanes on either side. Where the right of way allows and when proper funding is available providing bicycle lanes is the preferred option. This can be achieved on streets with more than one lane in each direction by removing the two outer travel or parking lanes and replacing them with two bicycle lanes and a shared turning lane. The shared turning lane helps to retain existing vehicle capacity at intersections and can take the form of a landscaped median between intersections to enhance the pedestrian environment. For many riders, the end-of-trip amenities are equally as important. It is recommended that developments within Port Whitby include indoor bicycle parking in new residential, office and retail buildings and showers for cyclists in office buildings. End-of-trip improvements should be consistent with the Whitby Cycling and Leisure Trails Plan (C&LTP) and LEED ND standards. DRAFT Page 6 Arup Canada Inc

Figure 3 - "Sharrow" Pavement Marking Figure 4 - Street Section with Bike Lanes Creating a safe pedestrian environment requires investment in infrastructure (sidewalks, traffic calming devices and intersection treatments) but a reason for pedestrians to visit an area is also needed. Vehicle drivers behaviour is unlikely to change unless a significant level of foot traffic exists to encourage more cautious driving. Pedestrian supportive land uses are instrumental to the success of the Port Whitby area as a whole and the creation of DRAFT Page 7 Arup Canada Inc

them is consistent with the overall goal of transforming the site into a sustainable, transit oriented development. Mixed use and retail corridors along Brock Street are necessary to attract pedestrians to the area. Additionally, transforming the Whitby GO Station area from an auto oriented parking lot into a transit-oriented village will generate pedestrian trips. When appropriate pedestrian and bicycle amenities and planning are in place 5-10% of automobile trips can be expected to shift to non-motorized modes of travel, and when combined with TDM (Travel Demand Management) measures, up to 35% of trips can be shifted away from the automobile. 8 Financial Feasibility As shown in Table 5, bicycle and pedestrian improvements can be made at relatively inexpensive costs. The benefits however are far-reaching and significant. Improvements in walking and bicycle infrastructure commonly relate to an increase in transit ridership in wellserved areas. This benefits transit agencies, allowing them to increase capacity and make service improvements; further encouraging a shift away from driving. From a social perspective, walking and bicycling are the most affordable modes of transportation, making bicycle and pedestrian friendly areas more likely to be socially equitable. Further benefits of walking and bicycling include the increased likelihood of shopping within a short distance of a resident s house and employee s office, which supports local businesses. Additionally, lower levels of automobile use increase the durability of streets, thus requiring fewer infrastructure reconstruction projects and decrease the need for new parking facilities, both resulting in reduced public expenditure. Barriers to implementation include a general trend of public funding favoring motorized modes of transportation and low density, single use development. Environmental and economic concerns, however, are leading to rethinking how funding is prioritized and support for higher density, less autooriented development. Finally, as noted in Whitby s C&LTP, bicycle and pedestrian improvements should be funded by new developments through subdivision agreements and development charges where applicable. Table 5 - Costs of pedestrian and bicycle infrastructure Improvement Cost (USD) Bicycle Lanes $3,000-30,000/km Sidewalks $120/m 2 Roundabouts $45-150k Curb Extensions $5-30k Chicanes $10-30k Vertical Devices (raised crossings, speed tables, etc) $15-200k Case Study: Eagle County, Colorado, USA The intersection of Edwards Spur Road and Highway 6 had a significant problem with safety and traffic operation. With traffic volumes of 25,000 vehicles per day and a growing desire for pedestrians to traverse the intersection due to increased development, conflicts between the users became more frequent and serious. The issues with the intersection configuration can be summarized as the following: Vehicular right turns were not controlled by signals so motorists rolled through the intersection; Four raised traffic islands were placed in an asymmetric pattern making them awkward as refuge islands for pedestrians trying to cross the street; Intersection lighting was insufficient; Pedestrian markings were confusing; Traffic light poles were mounted on the traffic islands and acted as an obstruction to the motorists line of sight. 8 http://www.vtpi.org/tdm/tdm25.htm, accessed 25 June, 2010 DRAFT Page 8 Arup Canada Inc

The Eagle County planners and Colorado Department of Transportation (CDOT) collaborated to come up with a sensible, financially responsible, and quick solution. The plan included removing the refuge islands, replacing the traffic mast arms with wire poles at the corners of the intersection, installation of pedestrian operated signals and countdown clocks on each corner, new asphalt landings to provide refuge outside the intersection and to accommodate persons with disabilities, restriction of right turns with No Turn on Red When Pedestrians Present signs, and new turn and pedestrian pavement markings. Eagle County partnered with the State to share resources, manpower and funding. The project resulted in doubling the use of the intersection by pedestrians and a more rational configuration for vehicle movements. The project cost the County only $29,000 with a $340,000 investment by CDOT and the project was completed in five months (early design to final construction). 9 1.4 Transit With the goal of increasing the non-auto driver mode share for overall commutes and station access, significant investments in the public transport system and the station area should take place. Though the use of non-motorized modes of transportation are preferable from an environmental perspective, transit is also more energy efficient than SOVs and ride sharing. Additionally, transit needs to be in place to ensure appropriate accessibility and mobility for all system users, including youth, elderly, disabled, and those who do not feel comfortable walking or bicycling. Through increased bus frequency and capacity expansions it is possible to achieve a 30% reduction in auto driver trips. Existing Conditions The Whitby GO Station has two entrances, one from the north and one from the south, connected by a pedestrian underpass. The northern entrance is located between the rail line and Highway 401, with access from Henry Street and Brock Street. The bus stops, PPUDO (Passenger Pick-Up, Drop-Off), and some bicycle and car parking is located here. The southern entrance has most of the surface parking and a multistorey car park with access from Victoria Street. Covered bicycle parking is provided for approximately 32 bicycles at both the north and south station entrances. Generally, station catchment areas are characterized by two areas; the pedestrian catchment area or walking shed, and the bicycling and park and ride catchment area. More than 75% of daily trips originating in Whitby come from within 5km of the GO Station. 5.7% of passenger trips to the Whitby GO Station originate within the Port Whitby study area. Figure 5 displays the distances riders travel to get to Whitby Station. The largest cohort (35%) in Whitby by far is those living between 1 and 1.9km from the station. These percentages, however, do not assign these trips to a particular mode of transportation between their origin and the station. 9 Pedestrian and Bicycle Information Center. Case Study Compendium. January 2009. Page 61-2. DRAFT Page 9 Arup Canada Inc

Figure 5 - Distance of Origin from Whitby Station Technical Feasibility The existing transit network is extensive and provides access to a majority of the Port Whitby site. The Whitby GO Station is already a hub for bus lines running throughout the Town of Whitby. With 15,000 new residents and employees it will be important to increase capacity through increasing the frequency of service. As Port Whitby transforms from a bedroom community to one with uses occurring throughout the day, off-peak transit will become increasingly important as well. Increasing transit levels of service is consistent with Metrolinx s Regional Transportation Plan. Brock Street is an important corridor to the Port Whitby area as well as to people accessing the site from the north. For this reason, Brock Street is identified as a transit corridor of importance in this study. The Region s transportation plan identifies Brock Street north of Victoria Street as a potential bus rapid transit (BRT) corridor. Due to the substantial amount of proposed development south of Victoria Street, it is recommended that the corridor be extended to the end of Brock Street. Victoria Street is another corridor that will be important for the future of Port Whitby; however, it is not as transit-ready as Brock Street. In the Whitby Transportation Master Plan and traffic studies performed for proposed developments, Victoria Street is identified as a corridor that is approaching or exceeding its vehicle capacity during peak times. It is also an important through route for commercial vehicles. While commercial vehicle access is important, the future character of Victoria Street will not be supportive of extensive through truck traffic. Personal vehicles will continue to present an issue for transit feasibility; however, the anticipated mode shift and the provision of an efficient and cost-effective transit service along the corridor could be expected to replace vehicle trips. Victoria Street is also listed as an enhanced conventional transit corridor in the short-term and a future rapid transit corridor by Durham Region Transit. Discount transit passes can be an important tool incentivizing the mode shift from automobile to transit. Figure 6 displays that as economic incentives for other modes of transportation increase, SOV travel decreases. 10 Transit discounts will be discussed further in the next section on travel demand management strategies. 10 Rutherford, 1995 http://www.vtpi.org/tdm/tdm8.htm, accessed 28.06.2010 DRAFT Page 10 Arup Canada Inc

Figure 6 - Effect of Economic Incentives on SOV Rates Financial Feasibility Transit improvements require the most significant investment of the transportation strategies but also offer some of the greatest benefits in terms of reducing vehicle trips. Bus rapid transit systems can cost $13-15 million per kilometre and require continuous investment in operation and maintenance. These costs however are for full BRT systems which usually incorporate separated rights of way for transit vehicles, low-floor articulated buses, offvehicle fare collection and other expensive investments. The benefit of BRT over other modes of transit like light rail and streetcar is that it is flexible; meaning an existing or proposed busway can be transformed into a rapid service by making smaller but still significant investments over time. Providing queue jumps and signal priority at intersections improve travel speeds and retrofitting and rebranding buses improves passenger comfort and helps to market the service to non-transit riders. From a technical perspective these types of changes are likely to be more suitable for the Port Whitby area due to the limited opportunity to widen the right of way. Case Study: City of Boulder, Colorado, USA In an effort to provide increased mobility options for residents of the City, Boulder introduced a small start-up fleet of buses named HOP in 1989. The goal was to provide high frequency, inexpensive and direct service throughout the City. In 1990, the first Community Transit Network had a daily ridership of 5,000. By 2002 this figured increased over 500% to 26,000 riders per day and offered six routes. In 2000, residents of the Forest Glen neighborhood within Boulder passed a bill to form a General Improvement District (GID). The GID was used to provide Eco Passes to all residents; owners and renters. These passes, paid for by the residents as part of their annual property tax, allow transit users unlimited rides on all local buses as well as free access to light rail service to Denver Airport and Eldora Mountain Resort buses. Some of the benefits of the Community Transit Network are: Provides a convenient transit alternative to the single occupancy vehicle; Uses neighborhood-scaled vehicles to fit the context of Boulder; Strengthens the local economy by providing easy access around Boulder and to and from surrounding communities; Provides wheelchair accessible transportation; Reduces air pollution by using clean-burning fuels; Alleviates traffic congestion and minimizes the need for roadway expansion; DRAFT Page 11 Arup Canada Inc

Provides reliable, high frequency service; Operates clean, comfortable, human-sclaed vehicles, with special amenities such as music; Promotes a positive transit image with attractive vehicles and on-going marketing support Accepts Eco Passes (transit passes for students and residents of certain neighborhoods) Includes bike racks, holding two bikes at a time, allowing for integration of travel modes. 1.5 Transportation Demand Management (TDM) Transportation demand management (TDM) is an important technique for changing travel behaviours and encouraging sustainable transportation choices. These strategies are generally easier and more cost effective to implement and are applicable to areas with various transportation mode mixes. TDM measures are also useful because of their flexibility; once the measures are in place they can be modified to enhance their effectiveness without making significant infrastructure investments and alterations. Strategies like parking pricing and ridesharing can achieve a 20% reduction in auto driver trips. Existing Conditions As the region grows as a residential and employment destination, transportation systems will experience capacity constraints, especially surface transportation. The Regional Transportation Plan sets a goal of reducing afternoon peak-period automobile trips by 15% compared to forecasts based on current trends. For this to occur, increases in capacity and attractiveness of walking, cycling, transit and ridesharing will be needed. The total number of afternoon peak-period person trips is expected to almost double (94% increase) from 2001 to 2021, while a population increase of only 61% occurs over the same period. In order to limit the increase in auto trips, a significant number of trips will need to be shifted to transit; necessitating an increase in bus and rail capacity. The Whitby GO Station is an important destination for most residents within the Town of Whitby. As such, a significant amount of parking is available surrounding the station with capacity for 2,958 vehicles in various surface lots and a multi-level parking structure recently completed which adds an additional 900 parking spaces for the station. The total number of parking spaces (3,858) is higher than the number of passengers that drive to the station (3,379) by 479 spaces based on GO Transit s 2007/2008 Rail Passenger Survey. Table 6 shows that over 70 percent of GO Train riders access Whitby Station via driving; this is roughly four percent higher than the percentage for the Lakeshore East corridor as a whole (exclusive of Union Station). Table 6 - Whitby GO Station Access Mode Whitby Trips Lakeshore E Trips % of Total Whitby Trips % of Total Lakeshore E Trips Drive 3,379 14,316 70.4% 66.0% Passenger (driver parked) 165 809 3.4% 3.7% Passenger (drop-off) 402 2,121 8.4% 9.8% Local Transit/TTC 552 2,257 11.5% 10.4% GO Bus 151 498 3.1% 2.3% Bicycle 14 80 0.3% 0.4% Walk 136 1,544 2.8% 7.1% Other - 75 0.0% 0.3% DRAFT Page 12 Arup Canada Inc

In 2009, a parking study was completed for the Town of Whitby. The study looked at existing parking standards based on zoning by-laws 1784 and 2585 and recommended new standards based on current conditions. Technical Feasibility The location of the Whitby GO Station in the Port Whitby study area provides both an opportunity and a constraint for development. The train station provides access to a high speed regional connection within walking, bicycling or transit-riding distance to all of the site s development areas. However, Whitby GO Station is historically auto-oriented as evidenced by the high number of parking spaces and the high percentage of auto access shown in Table 6. This presents a challenge for future development and encouragement of more sustainable methods of accessing the station. Ridesharing can also be a useful strategy due to the compactness of the development. Shuttles of vanpools can operate from Whitby Station to popular employment destinations and from residential buildings to the train station to decrease the number of automobile trips. These programs are most successful when they are coordinated with major employers and residential building owners. As an incentive for business and building owners, reductions in parking requirement could be considered based on their level of participation in ridesharing programs, distribution of discount transit passes, and so on. Case Study: Greenwich Village, New York, NY, USA NYC PARK Smart is a pilot program that was developed by the New York City Department of Transportation (NYCDOT) with the goal of spreading parking demand more evenly throughout the day and reducing parking related congestion. Specifically, the City aimed to achieve 85% capacity of metered parking spaces throughout the day in these neighbourhoods. Prior to the inception of the pilot, a Transportation Alternatives study showed that circling in order to find a parking space accounted for 28% of vehicular traffic in the SoHo/Greenwich Village neighborhoods in Manhattan and 45% of traffic in the Park Slope neighborhood of Brooklyn. During the pilot, meter rates were raised from $1 to $2 between the peak hours of 12pm and 4pm without increasing the number of meters and a one-hour limit was put into place. Due to its success from a traffic management standpoint and overall positive community response, the pilot has been made permanent and peak hour rates have been increased further to $3 per hour. NYCDOT is currently looking to expand the program to other residential neighborhoods which suffer from parking-related congestion. DRAFT Page 13 Arup Canada Inc

Figure 7 - New York City PARK Smart Pilot Area 1.6 Recommended Strategies Based on the research and analysis contained in this Technical Study, as well as other considerations such as the feedback received through the public and agency consultation process and the opportunities for synergies with other sustainability themes, the following recommendations are made in the Port Whitby Sustainable Community Plan (SCP) with respect to transportation (these recommendations are elaborated in the SCP): a) Transform Port Whitby into a pedestrian friendly environment. b) Expand the bicycle network by improving existing infrastructure and adding new amenities. c) Share space on local roads amongst cars, transit, pedestrians and cyclists. d) Extend transit along Brock Street to its southern terminus. e) Increase frequency of transit service. f) Implement a Port Whitby Transportation Demand Management (TDM) strategy. g) Work with DRT and Metrolinx to leverage new transit payment technology to encourage greater use of transit. h) Reduce parking requirements. DRAFT Page 14 Arup Canada Inc

i) Allow for the sharing of parking requirements amongst different uses. j) Establish maximum parking standards. k) Restrict any new single-use parking on the GO Station site. DRAFT Page 15 Arup Canada Inc